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"m6 Model.) s sheets-sheet 1. y

- 4 R. HUTCHINSON.

l GAS ENGINE.K No. 253,709. Patented Feb. 14,1882.

(No Model.) 4 6 SheetsQSheet 2.

R. HUTCHINSON.

GAS ENGINE.

No. 253,709. Y Patented Feb. 14,1882.

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6 Sheets-Sheet 3. R.v HUTCHINSON.

GAS ENGINE.

- No. 253,709. Patented Feb. 14,1882.

@venan Wessels.

. HUTCHINSON.

6 Sheetsv-Sheet 4 GAS ENGINE. y

Patented Feb. 14,1882.

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6 Sheets-Sheet 6. R. HUTCHINSON. GAS ENGINE.

Patented Feb. 14,1882'.

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@nl El ff jg PATENT Garanti-1E.

RICHARD n-U'rcHiN'soN, on LONDON, ENGLAND.

AeAsV-Elaeuar.;

*sPEciFIcALTIoN farming .part frenare ratent No. 253,709, dated February 14, 1882.' Application-filed Septcniherlfll. (No model.) `Patented in England December 29, 1950. I I

flfoull'ohom tracy concern:

-Be it known that'I, RICHARD HUTHINSON,

` a subject of. the Queen of Great Britain, re-

' ing'is'a specification.,

siding at Mildmay Park, London,-England," have invented a new and useful Improvement in Gas-Engines, (for which I haveobtained a patentv'in Great Britain, No.,5,47l, bearing date December 29, 1880,) of which the follow- Thisinvention lhas for its object'improvementsv m the construction of that class of mo-v tors in which a mixture ofcombustible gas or -vapor and air 'is exploded. as a source of power vze vby being ignited within a cylinder or'cylinders, so as to operate by theexplosive force thereof.

An important object I have in viewin the 'construction of the gas-motor .engines of myinvention isA the working of these engines with the gaseous mixture inn state of considerable compression, whereby the power developed'is considerably increased as compared with that .n obtained in the cylinders'of gas-motor en gines vworked with the gaseous mixture only es. `proved' gas-motorengines `are so arranged `as slightlyv compressed. The ,partsof my inito allow'of `thefldegree ot'xcompression being easily controlled or varied, and', what is of ing; started conveniently. v i

The chief features and general arrangement `considerable importance, to allow of tliem be `of the gas-motor'engines of my invention are substantiallyas follows:V v i 1.

The power is developed in one or twosingle-ac'tingycylinders having combined therewith another cylinder of a reduced diameter;

.and in order to reduce the cost of manufacture, .and to simplify as much as possible the con' struetioi1, as well as to preventvibration, and to make the fixed parts ot' my gas-motr engine rigid, I employ a cylinder or cylinders ot' novel construction' placed vertically, and having semicircular passages running vertically down the sides of the said cylinder or cylinders to or into the hase thereof. These vertical passa-ges serve also to allow of the circulation of currents of air caused by the outward and inward motion of the piston acting as adouble-acting pump l'or the purpose-ot' keeping the cylinder or cylinders cool, und

which are mounted upon a base at o r ncarfthc. tcp, or sometimes at the base of the 'cylinder or cylinders, and at a convenient .point Icast or form hearings in which the main or crank' shaft works. With aviewv toallow ofthe gaseous mixture being compressed to a high When the enginedescribed in thelast parai graph is at rest and the plunger at its lowest extremity the engine can he readily` started `degree, I employ another cylinder, combined n' witl1 the gaseous mixture -at a lowvpressure,` and 1t 1s obvious that if the plunger be raised in the before-mentioned second cylinder or cylinders, I compress the gaseous mixture within `the working-cylinder to a` higher degree, and

thereby reduce the quantity ot' gas used, and

consequently 1 lessen the cost ot' working.' If thelast-mentioned operation is' repeated and the plunger raised farther, I again' obtain an extra 4degree ot' compression, and so on until the plunger has reached its full extremity toward the working cylinder or cylinders. The l engine will then be at full power, operating with the combustible mixture ot' gas and air in a state of considerable compression, andis 'therefore more economical than many gas-moy *tor engines introduced hitherto.

- 'To ignite the compressed `tion ot' an internal gas-jet which is relighted after each explosion, when necessary, by an external gas-flame. The explosive mixture of gas and airis admitted to the cylinder through the piston or plunger describedv in the last paragraph. Sometimes, for the "sake of convenience, I use a separate small cylinder and pistou or plunger valve tted to the opposite side of the before-mentioned cylinder or cylinders to the-igniting one, and which is furnished with suitable ports and passages for the ad- .rn'ission ofthe gasr and air, and for the dischargeiof theQproducts of their combustion.

For the purpose of regulating the speed of combustible gase-A ous mixture iu'the working cylinder' or cylin- IOO motor-engines of my invention 1 propose employinga suitable governor in connection with the gas-regulator valve.

For the better explanation ot' my 4invention I refer to the accompanying sheets of draw.- ings. The several part-s are marked with referrance-numbers, corresponding-parts, whermodified arrangement ot' driving mechanism.v The'working-cylinder 1 has two scmicircular ever they occur, always bearing the same refhaust apparatus for carrying 0E the pi od ucts kof combustion; Fig. 4, a detail view, showing the tappet 38. Fig. 5 represents, on-an en! larged scale, a sectional view of the piston and a portion ol' the cylinder, and also the apparatus for the admission of air and gas and means for admitting of the ignition-ot' the gas. Fig. 6 lrepresents my improvement -employed in a complete engine in which oneiiy-wheel is employed for two pistons workin g in separate cylinders. fFig. 7 is a side view, and Fig. v8 a part planand part longitudinal section, of my invention applied to a horizontal engine. Figs. 9 and 10 arc side views ot' the engine witha castings, 2 2,'combinedwith -i-t and castin one piece therewith, as shown in Figs. land 3. 'Ihc'two semicircnlar passages 3 3, as well as the space-4 over the cylinders, communicate Withtheopen air through openings 5 5, formed e in the top of the' engine-base 6 and in the sides or the bottom edge thereof, the openings in the sides of said base not. being shown. The upaiid-down motion of the working-piston 7, acting as a double-acting pump, causes, inv conjunction witli the heat ot' combustion', asti-ong current of air through the passages 3 3, there- -by eii'ectually.- preventiin.y 4the cylinder 1 and .the pistoni' from becoming ovcrheated.

In addition to the cooling influence, Vas justexplained, the two semicircular castings 2 2 inipart considerable firmness andrigidity to the engine and prevent vibration. I do not contine myself exclusively' to making these parts 2 2 on one piece with the cylinder 1 or of castiron, although I vprefer to do so. I may make them separate from the cylindergaiid bolt them `together. The two parts 2 2 are, unitedvabove the level of the cylinder-,'and therein I 'form slots for thev reception oil the crank-shaft bearings.8. If more convenient, I lix the bearings for the crank-shaft 9 at or near thc bottom ot' the cylinder l.

Thecompressing-cylinder 10,1 prefer to make of a larger diameter than the workingcylinder4 1 It may be cast in;one piece with either the working-cylinder 1 and its two supports 2 2 or with the base 6. The plunger 11 is raised or, lowered in the compressingcylinder .by means of the hand-lever and its'counections 12.v when nl@ hand-lever 12 is pulled back until its catch 13 fallsiiito notch a in the quadrant the plunger 11 will be moved downward (or outward) to the full extent ot' its travel, vthereby practically increasingY the capacity' of the working-cylinder l. AA given ycharge of Igas and air admitted into the working-cylinf der when.v the plunger 11 is in the position just described would be at low pressure, and consequeiitlythe starting of the engine would be much 'less dicult than if it had to be effected with a high-pressure charge in the cylinder. By-moving upward, (or inward,) thereby contracting' the practicable capacity ofthe working-cylinder 1 more or less, according .to the distance thehaiidde'ver is moved in the direction indicated, so that no matter at what pressvu re it is desired or required to 'run the engine Vsuch pressure can always be easily obtained after the engine has been started without 'inofl gas andair admitted into the workiiig-cylinder at each inspiration.. I thus get over the.v

ing to light ainixturc of gas and air und'er curing the maximum economy in the consumpingly-increased development ot' power and greater economy, it is clear thathy further raising (or forcing inward) the compressingplunger 11 a. still greater degree of compression, with its attendant advantages, will be end of its travel, thc engine is inadc t0 run at y noty required that the engine should be stopped while the pressure in thc cylinder is being inure can always'l be increased (or diminished) tion in the load, a corresponding increase or the engine is required. n

The advantages stated in thc preceding paracompression by means of my compressing cylinder and plunger are quite separate and disgine which it is possible to secure by varying the supply of gas and air to the working-cyland air drawn into the working-cylinder at any inspiration ot' the working-piston of my coin,- pressiiig-engine, thc lamount `ot' power 4'deriva-- pable of variation by enlarging or contracting the capacity of the working-cylinder iii the way and by the means already described.` f I do not confine myself to the use ofthe le ver arrangement 12 '(shown in Figs. 1 and 2) for/actuating the compressing-plunger 1]. I may make use of any'well-known mechanical arrangement, screw or otherwise. for performdiiiculty which is'so'often met within attempthigh pressure, ,as well as at; the same time se,`

tion of gas.- Supposingthat the engine, has been started at l'ow pressure,and.then b'yinoving thc hand-lever, asabove described, iliade: to run ata higher pressure, with a correspond` f obtained, until, by raising the plunger to thev 1s maximum pressure, power, and economy. Itis creased in the way descriliedfabove.' The press-l gra-ph as derivable from ui y system of variable tinct from any variation in the powerf an encreasing the',volume or strength of the charge lira.V while the engine is ruiming it', iroin any varia,-

decrease of the development ot' the power ot'` inder. -Whatever may be the quantity-'ot' gas` l .I

ble from'the combustion thereof is always cascenesv s ing this part of the work ot' my engine; but whatever mechanism I employ I always work it by hand, and not by gearing it in any way with the engine in such l a way as to be Worked by the action of the latter.

When requiredI may make the. engine show n in Figs. 1 and 2 as a coupled engine, according` to the design exemplified in Fig. 6.

Fig. 2 represent-s the enginepiston 7 Aat the bottom of its stroke. A space is always left between the bottom of the piston and the bottom of the cylinder. As shown at Fig. 2, it is now on the point of rising to draw in a. charge of gas and air. The duty performedinthe pri.- vious (i. e., down) stroke was to expel the products oftlie last combustion from the cylinder 1.

The pistou or plunger valve 17, with the necessary ports, chambers, and passages for admitting the mixture of gas and air into theengine cylinder or cylinders ot' my compressingengine, whether single or coupled for igniting said charge, as well as for providing for the expulsion ot the products of combustion, is shown in part in Fig. 2. It is shown .in full detail in Fig. 5, which, for the sake of greater clcarness, is drawn double size. This Fig. 5'

represents the valve 17in aposi tion corresponding with that ot' the pistou 7. (See Fig. 2.) The way in which l actuate this valve in its cylinder 18 is secu in Fig. 2. The crank-shaft 9 carries one wheel ofa two-to-one gear, 15. The valve is connected with the larger wheel of this two-toone gear by a crank and connecting-rod, 16. The eect of the two-to-one gear is, that the valve 17 makes one stroke to two made by the. piston 7. So soon as thc piston 7, actua-ted by the m nlentuul oi' theiiy-wheel 32, with which it is connected by the connecting-rod 31 and the crankshaft-9, commences its up (or` inspiration) stroke, the valve 17 rises in accordtherewith. Theupstroke oi' the piston 7 leaves a vacuum in the cylinder 1, and as soon as the port 19 opens up a through communication be# tween thc port 20, formed in the side of the cylinder 1, and the chamber 2l, `formed in the side of the cylinder 1.8, the pipes 22 and 23, (ot suitable relative sectional areas,) illustrated in Fi g.v 5, and carrying air and gas, respectively, dis charge into the port 19and by the port 20 into the cylinder 1. By the time the piston 7 has reached the top of its upstroke (during which it has drawn acharge of gas and air mixture into the cylinder 1 and the port 20) the valve 17 has risen till the port 19 has cleared the port 20 and thetchamber 21 and brought the chamber 24- and port 25 into communication with the chamber`26. A small pipe discharging into chamber 26 supplies it with gas, which, so long as there is a communication between 24 and 26, is free to iiowalong the port 25 into the former. The chamber 24 is next brought into communication with the chamber 27, close to which and communicating therewith is a constant gas-11eme, 28. Airis fed into the chamber 24 bythe air-port 29, for the purpose pf maintaining the combustion ot the gas therein moment the chamber 24 is iu' full communication with the chamber 27 the pist-on 7 begins its downstroke, during which it compresses the charge of gas and air. While the piston is after it has been tired by the flame 28. At the making this down or compressing' stroke the y valve 17 continues to rise, bringing the port 2 5 through thechamber 24 into communication with the -inside of the cylinder l by means oi the ports 30 and 20. Consequently t-he burning gas and air in the chamber 24, whose duty is to ignite the as and air mixture in the cylinder, are subjected to the same degree of pressure as that of the mass ot' gaseous matter they are intended to ignite. This adjustment ot pressure is accomplished inst-antaneusly. Immediately after the piston 7 has reached the bottom ot' its downstrokei. e., at the moment it is in the act of commencing its upstroke-the chamber 24 is brought opposite the port 20,- and the charge of gas and air mixture in thc cylinder 1 vand the port 20 is immediately ignited. If the relative pressures within the cylinderl, theI port 20, and ,the

chamber 24 had notb'een already adjusted, the` flame in the latterwould most probably beextinguishcd as soon as it is brought opposite' the port 20. The expansion of the gaseous contents of the cylinder consequent upon ignition drives the piston upward. This impulse `is communicated' to the crank-shaft 9 by the connecting-rod 3l, and so to the tiy-wheel 32, the momentum ot' thc latter compelling the piston to continue its reciprocating motions until it receives another impulse from another ignition. While the piston is communicating motion to the crank-shaft the valve 17 descends through oue-halt its stroke. The next stroke ot'fthe engine-pistou (a downstroke) is the ex lmusting-strokc tor the sake of clearing the cylinder of the products ot' the combustion of the gas and air mixture.

The exhaustwulves opened as follows: 0n the valve-connecting rod 16,1 mount at a convenient point u tappet, (by preference made adjustable,) 33. (See Fig. 4.) rlhis tappet, at the moment the piston begins its exhaustingstroke, actuates the bellcranklevers 34 and 35, thus drivingthe vulve-rod 37 and exhaust'- valve 36 inward. The cavity 39 of l'the valvebox 4() is always in communication with the cylinder 1, so that as soon as the valve 36 is.

opened,- ns just described, the| exhaust-gases are expelled by the downstrokeot thc piston 7 va the exhaust-passage 41. At the proper time the two bell-cranks disrngag'e, the spring 38 on the valve-spindle closes the valve, and the engine repeats the before-described motionsin the Sallie order as before. l

The bell-cranks 34 and 35 arc mounted in their correct positions in any convenient way.

I may usean'arrangemeut of cuius instead of the bell-crank levers 34 and 35.

The air-pump pipe 22 leads direct from the chamber 20 into the outer air. The gas-pipe 23 leads direct to the gas supply. Each of these pipes will be furnished with an ordinary the cylinder 18. The constantilame28 is fed from any convenient point, and its extinction by accident is prevented by the chimneyshaped guard 42.

I may, if desirable, introduce a charge or current of pure air into or through the port 19 at any timeafter the explosion. V'Ihe air can thus be introduced from pipe 22 when thc'piston is in position to bring port 19 opposite chamber 21,-the gas supply through pipe 23 being of course cut off by a cock, which, although not shown, will be provided on said pipe in any convenientlocality. The air-port 27 passes through the side of the cylinder 18, as shown in Fig. 5. y

Sometimes, inlieu ofthe admission, ign'itin g, and exhausting valves, with their several connections and ports, as shown in Figs. 2 and 4, I use any convenient and ordinary lightingvalve fixed-to the saine side of the engine as is the valve 17, and actuate it in any convenient way, and on the (opposite side of the engine and actuated by an eccentric on the crankshaft or otherwise I x a suitable valvey with ports for the admission of the gas and air mixture and the due exhaust of the lwaste gases.

The valve 17 is not always connected to the large wheel ot' the two-to-one gear 15, as -shown in Fig. 2. I sometimes place an ordinary eccentric or cam on the axis ofthe large wheel b, between it and the engine, and actuate the valve from said eccentric or cam.

I propose arranging the tappet .33 upon the rod 16 so that-it can be adjusted both horizontally and vertically. By adjusting it horizontally it will have a longer or shorter reach over the top arm .of the bell-crank lever 34, and hence provide for keeping the` exhaust-valve l open fora longer or shorter time; and by adjnstingthe tappet vertically upon rod 16, I provide for opening the exhaust-valve sooner or later, asmay be desired. In lieu of thetappet, a cam or its equivalent can be employed, For the purpose of adjusting the tappet 33 horizontally it is formed with a slot, 33, through which rod 16 passes. A set-screw, 33h, will pass through the tappet and abut againstsaid rod, so as to hold the tappet on its adjustment.

In the construction shown in Figs. 7 and S the temporarily tix-able and movable compressing-piston 11 is actuated by a screw, 12?', (or other suitable mechanical device,) working in a cross-bar firmly attached in any convenient way to the compressing-cylinder 10. Like the piston 11 in Figs. 1 and 2, it'can be fixed at any point desired. The piston-valve 17 is the same as shown in Fig. 5, except that the port 19 is serpentine instead of being straight. The chimney' 42 is of course vertical. The valveis haast-gases are led away by a pipe. The bellcrank lever 75 is always made adjustable by means of a stout screw, 76, against the end of which thel stud 77 strikes.` Il donot confine myself` to the screw 76, as shown.A I may use any convenient method for etfecting my object,

which is to make it possible to open the exhaust-valve at any desired point ofthe enginestroke.

The valve shown in Fig. 2'and in detail in Fig. 5 and again in Fig. 8 as the one I use by preference with my high-pressure or compressing engine is made sometimes of a circular section and sometimes of a rectangular section.

Figs. 9 and 10 show an arrangement of gearing when the engine is to be used as a highspeed'engine for driving dynamo electric machines and the like, and will be readily understood from-said illustrations, it being evident that the band-wheel 32a will, by reason of the gearing 15 on wheels a andb, be driven at a high rate of speed.

, Having fully described my invention, what I desire to claim and secure by Letters Patent is IOO ' 1. The combination, in a gas-motor engine,

'of ,the piston-cylinder with the seinicircular jackets arranged so that an agitation or a. circulation of air will be maintained ateach stroke of the working-piston, and thereby keep the cylinder cool, substantially as described.

2. The combination, in a gas-motor engine, of the piston-cylinder and piston with the plunger 11, arranged within the compressingcylinder at one end of the piston-cylinder, and devices for operating and adjusting said plunger for the purpose of increasing or decreasing the area ofthe explosion portion of the cylinder, substantially as described.

3. The combination, in a gas-motor engine, of the piston with the working-cylinder provided with a port or passage, 20, the plungerva1ve17, located within the cylinder 18, a-nd provided, substantially as described, with ports and chambers for admitting at the proper moment the mixture of gas and yair into the said working-cylinder, the crank-shaft 9, the gear- `wheels 15, and connections between one of these gear-wheels and the plunger-valve, snbf l ofthe working-cylinder, the cylinder 18, and

ing the'air and gas into the .port of the working-cylinder, ,the chamber24, and the port 25, communicating' therewith, the chamber 26, for receiving -gas from a small supply-pipe and fordischarging the s ame into the .port 25 when said port and chamber are brought into commn'nication, the air-port for feeding air into the chamber 24, the chamber 27, and connections between the piston andthe plunger-valve, said L members being constructed and organized for operatonsnbstntialiy as described.

5. The combintiom'iix 'a gas-motor engine,

the plunger-valve 17,*having the vnecessary ports, chambers, and passages for admitting the rod otthe plunger-valve, and the bellzo crank levers 34 and 35, adapted to operate, substantialiy as described, to actuate the exhaustvalve rod, for the purpose specified.

In witness whereof I have hereunto signed my name in the presence of two' subscribing lz f.;

witnesses 'RICHARD HUTCHINSON.

Witnesses: 1

HENRY GARDNER,

RICHARD GORE GARDNER. 

